Return-Path: Received: from [199.185.220.224] (HELO priv-edtnes40.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.1.5) with ESMTP id 2636137 for flyrotary@lancaironline.net; Tue, 14 Oct 2003 04:05:39 -0400 Received: from Endurance ([209.52.209.199]) by priv-edtnes40.telusplanet.net (InterMail vM.5.01.06.05 201-253-122-130-105-20030824) with SMTP id <20031014080536.HSFU8217.priv-edtnes40.telusplanet.net@Endurance> for ; Tue, 14 Oct 2003 02:05:36 -0600 From: "Haywire" To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] Re: solo's & Delta T... no more emergencies Date: Tue, 14 Oct 2003 01:05:23 -0700 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0056_01C391EF.3F104CF0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 Importance: Normal In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0056_01C391EF.3F104CF0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit It might not be too surprising about the oil temp varying as it does. The key as you mentioned is the power load. Here's my thinking. Since the oil is the primary cooling medium for the rotors where the power is produced, it would seem to me that a rise in temperature (due to a power increase) would first be localized to and noticed in the oil - before some of the increased heat perhaps diffused over to the coolant system. Thus a surge in oil temperature as the power increases may well result in a larger temperature drop until it reaches thermal equilibrium again. Hi Ed; This makes sense. Another factor that I have no way of measuring is that I had my rotor faces ceramic coated when I rebuilt the engine. This is supposed to reduce heat transfer to the oil and they claim up to 2 hp increase. I have severe doubts about this but I reasoned that reduced oil heating results in reduced cooling, requiring less cooling area = less drag which is as good as free hp. Yet another factor that I could measure is the oil temp return from the turbo charger. I really need an EM2 :-) S. Todd Bartrim Turbo 13B RV-9Endurance C-FSTB http://www3.telus.net/haywire/RV-9/C-FSTB.htm "Whatever you vividly imagine, Ardently desire, Sincerely believe in, Enthusiastically act upon, Must inevitably come to pass". ------=_NextPart_000_0056_01C391EF.3F104CF0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
    It = might not be=20 too surprising about the oil temp varying as it does.  The key as = you=20 mentioned is the power load.  Here's my thinking.  Since the = oil is=20 the primary cooling medium for the rotors where the power is produced, = it would=20 seem to me that a rise in temperature (due to a power increase) would = first be=20 localized to and  noticed in the oil -  before some of the=20 increased heat perhaps diffused over to the coolant = system.  Thus=20 a surge in oil temperature as the power increases may well result in a = larger=20 temperature drop until it reaches thermal equilibrium=20 again. 
 
 
Hi=20 Ed;
    This makes sense. Another = factor=20 that I have no way of measuring is that I had my rotor faces ceramic = coated when=20 I rebuilt the engine. This is supposed to reduce heat transfer to the = oil and=20 they claim up to 2 hp increase. I have severe doubts about this but I = reasoned=20 that reduced oil heating results in reduced cooling, requiring less = cooling area=20 =3D less drag which is as good as free hp.
    Yet another factor that I = could=20 measure is the oil temp return from the turbo charger. I really need an = EM2=20 :-)
 

S. Todd Bartrim
Turbo 13B = RV-9Endurance
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm

=   =20 "Whatever you vividly imagine, Ardently desire, Sincerely believe in,=20 Enthusiastically act upon, Must inevitably come to pass".=20

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